Train safety cut-out valve.



PATENTED JULY K21, 1908.

UNITED STATES PATENT OFFICE.

GARIE H. WILSON, OF CHANUTE, KANSAS, ASSIGNOR OF ONE-HALF TO WILLIAM A. MooN, or

OHANUTE, KANSAS.

TRAIN SAFETY CUT-OUT VALVE.

Specification of Letters Patent.

Patented July 21, 1908.

Application filed November 1, 1907. Serial No. 400,194.

T0 all whom it may concern.'

Be it known that I, citizen of the United States, residing at Ohanute, in the county of N eosho and State of Kansas, have invented new and useful Improvements in Train Safety Out-Out Valves, of which the following is a speciiication.

On locomotives as constructed today it is usual to place under the brake valve in the train line air pipe a cut out valve, the saine being placed there for the purpose of cutting the air out of the engineers brake valve when two or more engines are coupled to one train. When such valve is closed there is no communication to the train line from the brake valve. In double-header service' it often happens that the engineer on the second engine will open this cut out valve and pump air into the train line to help the forward engine to obtain the maximum pressure. This practice is all right if done while the train is standing and would not be dangerous if the engineer were infallible, but after cutting the air into the train line to help the forward engine it frequently happens that the engineer forgets to cut oif the air and cut out the brake valve of his engine. It is impossible for the engineer on the leading engine of a double-header train to handle a train of air brakes when the cut out valve on the. second engine is open, allowing air to flow from the main reservoir into the train line. Vith the valve of this invention it is impossible for the second engine to pump air into the train line when the safety valve has been adjusted to its cutting off position.

The obj ect of this invention is to overcome the difliculty above noted and insure perfect control of the brakes by one engine without interference on the part of a second or helper engine.

With the above and other objects in view, the nature of which will more fully appear as the description proceeds, the invention consists in the novel construction, combination and arrangement of described, illustrated and claimed.

In the accompanying drawings, Figure 1 is a sectional view of the valve showing the first or initial position. Fig. 2 is a similar view showing the second position of the valve. Fig. 3 is a similar view showing the third position of the valve.

The valve comprises essentially a valve casing A which is cylindrical and has con- GARIE H. WrLsoN, a

partsl hereinfter fully I nected thereto at three different points as l shown, the rear train line air pipe 1, the forward train line pi e 2 andthe train line pipe 3 to the brake va ve, the pipes 1 andB being directly opposite each other, While the pipe 2 is located half way between the pipes 1 and 3. The valve casing is also provided with a port 4 to which the air gage pipe is connected and is also provided with another port 5 for the escape of air as a signal to the engineer.

The valve B is rotatably mounted in the valve casing A and contains the three main l passages 6, 7 and 8, the passages 6 and 7 being in diametrical alinement with each other and the passage 8 communicating centrally with the combined passages 6 and 7, and disposed perpendicularly thereto. The valve is also provided with a small exhaust passage 9 and another small port or passage 10 which is adapted the port 4 of the valve casing so as to direct the air to the air gage the passages 9 and 10 are disposed obliquely with reference to the passages 6 and 7 with which they communicate as clearly shown in the drawings. The valve B is also provided with a eripheral recess or port 11 adapted to dIirect the air through the vent 5 for a purpose which will hereinafter appear.

C designates a handle connected with the valve B for turning the latter to either of the positions illustrated in the drawings.

The normal position of this safety cut out valve is shown in Fig. 1 with the handle C standing upright in which position thevalve gives direct communication to the rear train line air pipe 1 from the brake valve pipe 3, all the remaining ports being closed.

The double-header position for this cut out valve is illustrated in F ig. 2 wherein the handle C. has been given a quarter turn or brought to a horizontal position, the valve in this position cutting out the brake valve of the second engine or the engine by which said cut out valve is carried and giving a direct train line communication from the forward train line pipe 2 to the rear train line pipe 1. This gives the engineer of the leading engine full control of the brakes. In said position also the port registers with the port 4 and supplies the air gage which exhibits the exact train line pressure on the second engine.

The third position of the valve is illustrated in Fig. 3, wherein the handle is shown as given a half turn, extending vertically to be brought into alinement with` downward, which position of the valve allows the train line air to flow from the brake valve to both the back and forward train lines l and 2.

The safety feature of this cut out valve, in case the brake valve becomes inoperative, is obtained when the valve is adjusted to the position shown in Fig. 2, giving direct communication from the train line to the atinosphere through the Aforward train line, at the same time cutting out the brake line pipe 3 of the second engine.

The most important feature of the cut out valve resides in the fact that by giving the valve a quarter turn in case the brake valve becomes inoperative, direct coi'nmuiiication is obtained from the train line to the atmosphere. In double heading, the signal or warning port 5 denotes whether the air is working through the valve or not, and is a signal for the second engineer to cut out his brake valve by giving the handle a quarter turn to the position shown in Fig. 2, allowing the train line air to flow from the leading engine through the out out to the back train line, giving the man on the leading engine control of the brakes while the second engineer is cut out.

In double heading service it will be impossible for two engines to pump air into the train line at one and the same time when the cut out valve is carried in the position shown in Fig. 2. Furthermore, the engineer on the second engine can instantly take charge of and handle the train brakes regardless of the leading engine by turning the handle of the cut-out valve to an upright position as shown in Fig. l. The engineers on both engines have the train line air pressure registered on the air gages in their cabs. In case of a helper' engine coupling to the rear of a train, the engineer of the helper engine is notified by the warning port 5 whether or not the air is passing through and is a signal to cut out his brake valve. Also, in double header service, the passage of the air from the forward engine to the train line is controlled by the engineer of the second engine when the air goes through the warning or signal port from the forward engine. The engineer on the second engine will then turn the handle of his valve one quarter giving Vthe forward engine full charge of the brakes. With this valve the engine handling a train of cars can couple into the cais ahead and charge uncliai'ged cars ahead of the engine until the pressure is equalized as indicated by the air gage when the handle of the valve may be moved to the third position shown in Fig. 3. If the fornal port, and

ward engine becomes uncoupled the.engineer on the second engine can instantly take charge of the brakes and have the maximum air pressure restored and have the train ready to move when the forward engine is recoupled. Furthermore, it is impossible to blow the dirt from the train line into the working parts of the brake valve when the leading engine is coupled.

Havin" thus fully described the invention, what is c aimed as new is 1. A safety cut4 out valve for air brakes comprising a valve casing having diametrically opposite ports communicating with the rear train line air pipe and the brake valve air pipe, and a port intermediate thereof communicating with the forward train line pi e, and a rotatable valve mounted in said va ve casing and comprising three ports or passages two of which are in diametrical alineinent with each other and the third running perpendicular thereto, substantially as described.

2. A safety cut out valve for air brakes comprising a valve casing having diametrically opposite ports communicating with the reartrain line air pipe and the brake valve air pipe, an intermediate port communicating with the forward train line air pipe, and

an air gage port, and a valve vrotatably mounted in said casing and comprising a diainetrical passage or port leading therethrough, another port extending perpendicularly to said diametrical port, and an air gage controlling the port leading from the diametrical port outward through the valve and adapted to register with the air gage port of the valve casing.

3. A safety cut out valve for air brakes embodying a valve casing having diametrical opposite points communicating with the rear train line air pipe and the brake valve pipe and an intermediate ort communicating with the forward ti'ain ine pipe and located midway between the two first named ports and furthei provided with a warning or siga valve rotatably mounted in said casing and comprising a diametrical passage, another passage communicating therewith and extending perpendicularly thereto, and a peripheral recess adapted to communicate with the warning or signal port, substantially as and for the pur ose described.

In testimony whereof affix my signature in presence of two witnesses.

GARIE H. WILSON.

Witnesses W. P. WRIGHT, C. E. CoNxLiN.

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